Automatic train-controlling device.



- L. ATWOOD. AUTOMATIC'TRAIN CONTROLLING DEIVICE.

APPLICATION FILED MAR. I4, 1913.

1,139,948. 7 Patented May 18, 1915;

2 SHEETS-SHEET I.

zonww a tjaauoznua L. ATWO0D. AUTOMATIC TRAIN CONTROLLING DEVICE.

APPLICATION Fl-LED MAR. 14, 1913. 1,139,948 Patented May 18, 1915;

Q -2 SHEETS-SHEET 2.

n J n unrran era AUTOMATIC TRAIN-CONTROLLING- DEVICE.

Specification of Letters Patent.

Patented May 18,1915.

Application filed March 14, 1913. Serial No. 754,207.

To all whom it may concern:

Be it known that I, LEONARD A'rwooD, a citizen of the United States of America, and a resident of Farmington, county of Franklin, and State of Maine, have invented certain new and useful Improvements in Automatic Train-Controlling Devices, of which the following is a specification.

This invention has reference to improvements in automatic train controlling devices.

It pertains particularly to a novel safety mechanism which is purposed to control and stop a train for preventing the loss of life and property should an employee neglect his duty. y i The present invention is advantageously applied to railroads using the block system with signals operated and set from a distant point such as a semaphore or other danger signal. Such signals are usually provided at the beginning of a block or section and near the stations.

The novel device has for its specific purpose to prevent a train from passing a signal set at danger without slowing down and stopping. This has been primarily attained by providing mechanism for closing automatically the throttle valve of the steam engine, setting simultaneously the air-brake of the train and in addition thereto ringing an alarm bell when the train passes a set danger signal. These three different operations or functions are automatically performed by the novel device and a train provided therewith slows down and stops automatically without any manual attendance. By the use of the novel device the signal operator in the tower is controlled and responsibility fixed. The novel mechanism is so constructed that it operates devices for closing the throttle valve of the engine no matter in what direction the train runs on the tracks.

In order to render the invention entirely clear reference is made to the accompanying drawing in which:

Figure 1 represents in diagrammatic view a tower with tripping mechanism adapted to operate the improved train controlling device, the t'owerbeing shown for convenience sake at a right angle to the tracks. Fig. 2 illustrates in rear view on an enlarged scale the top partof the boiler with operative mechanism for effecting the stopping of the train. Fig. 3 is a sectional plan view on line 33 of Fig. 2. Fi 4 is a partial cross section on line 4-4 0 Fig. 3. Fig. 5

is a sectional elevation on line 5-5 of Fig. 2. Fig. 6 is a partly sectional elevation on line 66 of Fig. 2. Fig. 7 shows on an enlarged scale a sectional view on line 7-7 of Fig. 3.

The tower 8 shown in Fig. 1 houses the switch levers 9 which are connected by means of vertical links or rods 10 to a bell crank lever 11 that operates the long horizontal rod 12. The rod 12 connects at the point where a semaphore or other signalis located also with a bell crank lever 13 which in turn connects by links or rods 14 with the semaphore signal. Means are provided on the links or rods 14 which are adapted to actuate the tripping mechanism provided on the top of the engine cab. These means preferably consist of a trip-arm l5 pivoted to the poster standard 16 of the semaphore.

Mounted transversely in the top of the en; gine cab there is a rock shaft 17, see Fig. 2. This rock shaftis provided at its extreme ends with outward trip-arms 18, 19, one of which, for instance the trip-arm 19, contacts and co-acts with the trip-arm 15 of the links or rods 14 on the signal standard 16.

The rock shaft 17'further has a downward lever 20 near the trip-arm 19. This lever 20 is tightly secured to the rock shaft 17 and 1s purposed to stop the train manually through the said rock shaft if so desired. Beyond the center said rock shaft is provided with a block 21 having a flat face 22 at the top. Resting on the flat face 22 there is a horizontal lever 23 pivotedto a fixed support 24 at a convenient location to the wall 25 of the engine cab 26. Tothe opposite free end of the lever 23 a stem or rod 27 is pivoted. The stem or rod 27 passes into a casing 28 forming a chamber which is in communication with the boiler 30 by means of a pipe or tube 29. This pipe29 communicates with the interior of the boiler 30 above the water line. Accordingly there is the same ressure in the chamber of the casing 28 as is found in the boiler. The stem or rod 27 carries at its lower end a valve" head 31 adapted to close a steam port 32 formed in the casing 28 above mentioned.

A horizontal cylinder 33 preferably formed integral with the casing 28 houses a plunger head 34 on the stem 35 which is held in inoperative position by a helical spring 36.

The head 34 carries a stop pin 37 abutting against the inner surface of the wall 38 of the cylinder 33. In the bottom portion of the cylinder 33 near the wall 38 and between the head 34 and said wall there is a small dripping pipe 39 purposed to release any condensation within this space. The stem 35 normally contacts with the end of a hand lever 40 pivotally mounted in a bracket 41 which is secured to the rear end of the boiler 30. The lever 40 carries approximately in its center a throttle'rod 42 passing through a stuffing boX 43. The lever 40 passes between two friction plates 44, 45 shown in section in Fig. 4.

The friction plates 44, 45, are held in position by springs 46, 47, on bolts 48, 49. The purpose of this device is to retain the lever 40 in any set position between the bolts 48, 49. The lower friction plate 45 forms a rectangular suppnrtor bracket suitably supported on the rear wall of the boiler.. The throttle rod 42 is purposed to actuate the throttle valve of the engine in the steam dome in the usual manner. When operated to shut 0d the throttle valve of the engine the lever 40 strikes against a rock lever 51 which is pivotally secured on the rear wall of the boiler at 52. One arm of said rock lever carries at its end portion the air brake cord 53 which serves to set the brakes simultaneously with the closing 01f of the throttle valve of the'engine. This hand lever 40 is the ordinary throttle lever of the engine operated by the engineer when he wants to stop or start the train under normal conditions. Conveniently situated above the free end of the lever 23. are contacts or terminals 54 of an alarm circuit 55 with alarm bell 56.

When the trip lever 19 is struck by the trip lever 15 andthe shaft 17 is rocked the lever 23 will be raised establishing then a closed circuit through the alarmobell 56 which thus is operated. Assuming that the engine 57 is going along the tracks 58 and reaches the semaphore or other signal set at danger then the arm 19 will contact with the trip-arm 15 and actuate the described mechanism in such manner that said trip-arm 19 oscillates and thereby rocks the rock shaft 17 which in turn raises the lever 23 with its valve stem 27 and opens the port 32 which allows the steam to run into the chamber portion 59 of the cylinder 33. The steam entering the chamber portion 59 of the cylinder 33 overcomes the force of the spring 36 and the stem 35 moves outwardly and forces the lever 40 from its dotted position to the position shown in full lines in Fig. 3 whereby the throttle rod 42 is forced forwardly and inwardly and closes the throttle valve of the acts engine. At the same time the lever 40 strikes against one arm of the lever 51 held normally in position by a spring 60 and pulls the cord 53 of the air brake and thereby sets said brake. At the same time the lever 23 establishes a closed circuit for the alarm bell which thus is sounded. a

In the described manner the impact of the trip-arm 19 on the trip-arm 15 of the semaphore links operates the rock shaft 17 within the engine cab no matter if the engine moves in a forward or backward direction. When the engine is reversed on the rails then the trip-arm 18 performs this function and rocks the shaft '17 whereby the three functions hereinbefore mentioned are performed that is the closing of the throttle valve of the engine, the setting of the airbrake and the sounding of the adarm.

I claim as my invention:

1. A train controlling device automatically operated by tripping mechanism partly on the engine and partly permanently mounted on a semaphore, comprising a rod with valve head at its bottom actuated by the impact of the tripping mechanism, a steam chest in connection with the boiler with a valve seat at its bottom normally closed by the valve head of said rod, a horizontal cylinder with spring actuated plunger head, a stop-pin within and a stem extending beyond the cylinder, a pivotally secured hand lever contacting with saidstem, and a throttle controlling rod in pivotal connection with said hand lever.

52. A train controlling device automatically operated by tripping mechanism partly on the engine and partly permanently mounted on a semaphore, comprising arod LEONARD ATWOOD.

Witnesses:

HARRY E. MARVEL, EMMA A. MoCARRIoK. 

